Driver Stephen Grimes has teamed up with Maurice Petty & Associates to field one of the fi
In the October 2002 issue of Circle Track magazine, we took you inside the shop of Maurice Petty & Associates (MP&A) to show you the development of Dodge's new NASCAR Late Model Stock engine ("Dodge Takes on Saturday Night"). At the time, most of the development was complete-so we could show you major components and even a dyno sheet-but the engine had yet to find a home in a real-life race car.
Since that time, Late Model veteran Stephen Grimes has successfully campaigned the car four times at Caraway Speedway in Asheboro, North Carolina, winning once. Grimes says that once they got everything on the car sorted out (both the chassis and engine were brand-new), he was so happy with it he decided to park the car and save it for the big money races at the end of the season. To find out if the promise of the Dodge engine package on the dyno matched up with its performance on the track, we met up with Grimes and the Pettys at a test session for Martinsville (Virginia) Speedway's $15,000-to-win Late Model race, the Taco Bell 300.
Mopar in Chevy-land "When you come to NASCAR Late Model Stock racing, it's all Chevrolets," says engine builder Mark Petty. "We are here at Martinsville testing against the best of the best, and there's maybe half-a-dozen Fords, three Dodges, and the rest are all Chevrolets (A record 107 cars were on hand at Martinsville for the test and 150 showed up on race weekend.). So, what it comes down to is everybody is chasing the Chevrolets.
"I'm real happy with this motor," he continues. "We are not dominating the Chevrolets, but our times are right up there with them. They've been doing this for years and years, so for us to be competitive right off the bat makes me very happy with the development of the engine. We haven't noticed any design flaws or problems with durability. The only problems we've had so far have basically been of our own creation.
The extra width of the Dodge heads and additional setback allowance from NASCAR required m
"We started off with the car at Caraway and missed it just a little bit the first night out," continues Petty. "We weren't expecting this thing to be as good as it is on the bottom end, so we had it cammed up way too much for bottom-end torque and it wouldn't run all the way down the straightaways. Once we got that straightened out, with a little more lobe separation it got to where it would run the length of the straightaway pretty good. It still gets up off the corners good, but now it won't give up going into the chute."
Clad in new Intrepid sheetmetal from ARP, Grimes' Late Model does have a close resemblance to its Winston Cup brethren. Its look is sleek and racey. Solid white with Petty-blue decals, it's definitely easy to pick out of the crowd.
Chassis Mods & Easy Switchover
A new chassis from Autocraft, also located in Asheboro, North Carolina, was specially built to suit the new powerplant. Because of the increased weight of the Dodge block, NASCAR allows a greater setback for the engine. Where Chevrolets are required to have the right-front spark plug in line with the right-front upper ball joint, for Dodge it's the front of the head. It's worth a couple of inches of extra setback. Because MP&A uses a motor plate, engine mounting is straightforward, but the extra setback and extra-wide Dodge heads required Autocraft to make some chassis changes. The support tubes running from the center of the car at the firewall to the upper framerails had to be moved back to make it easier to get the engine in and out of the car. Also, the firewall was moved back a full inch. Otherwise, everything else is the same as Autocraft's standard Chevy chassis.
As a concession to the added weight of its engine, Dodge was allowed more setback than the
If all goes well in the latter part of the racing season, Grimes hopes to campaign his Dod
Grimes tests his sleek new Intrepid at Martinsville Speedway in preparation for the $15,00